Railway-signal.



PATBNTED AUG. 21, 1906.

J. KNIGHT, RAILWAY SIGNAL.

ABBLIOATIOK FILED I'BB. 9, 1906.

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J. KNIGHT. RAILWAY SIGNAL.

APPLICATION FILED FEB.9.1906.

PATENTED AUG. 21, 1906.

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J. KNIGHT.

RAILWAY SIGNAL.

APPLIOATION FILED FEB-9. 1906.

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J. KNIGHT. RAILWAY SIGNAL.

APPLIOATION I ILED F319. 1906.

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PATEN TED AUG. 21, 1906.

J KNIGHT RAILWAY SIGNAL.

APPLIOATION.IILED FBB.9,1906.

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JAMES KNIGHT, OF PHILADELPHIA, PENNSYLVANIA.

RAl L W-AY-S I G NA L Specification of Letters Patent.

Patented Aug. 21, 1906'.

Application filed February 9,1906. Serial No. 300,325-

To all w/wm it may concern.-

Be it known that I, JAMEs KNIGHT, a citizen of the United States, residing at Phila delphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and useful Railway-Signal, of which the following is a specification.

My invention relates to that class of signals known as the block system, wherein the signals are set and released at distantlyseparated points.

The object of my invention is to provide an economical yet reliable method of automatic signaling to distant stations operated by the contact of the train, but not directly by its impact. Signal-stations are located at such points and intervals as may be necessary for safety. These stations are connected with one another by one or more practically airtight pipes or tubes, and the medium of transmission or energy is by the air at atmospheric pressure. A complete device at each point is thus connected with a substantially similar device at the next adjacent point, forming a separate link in the continuous A train or car is equipped with an appropriate device which by contact with a proj ection (either overhead or underneath adjacent to the rails) temporarily operates such projection, whereby a weight is raised and held for a brief interval of time. The weight when released lowers, thereby supplying the motive power. As there is no permanent positive connection between the weight with its operating mechanism and the other parts of the contrivance, a means is provided for actuating the signaling mechanism without direct jar or shock from the impact of the train. In short, the passing train simply raises or releases the weight. The power is the lowering of the weight.

While my invention can be adjusted to produce any combination of danger and safety signals, I have herein described and illustrated methods as ordinarily appropriate for use on both a single and a double track road.

On a single-track road the train on entering a block, first, sets a danger-signal at the point being passed on its right to prevent a train from following, and, second, synchronously sets at the station ahead a dangersignal on the left side of the track (which is the right to a train coming in the opposite direction on the same track) to prevent a train so coming the other way from entering the same block at the opposite end. Syn chronously also the train, third, releases the signal on the right at the preceding station, and, fourth, the signal on the left at the station being passed, both of which signals had been previously set by the train when passing the preceding station. This affords to the operating train complete protection from collision with trains following or with trains approaching on the same track in the opposite direction. On a double-track road the train, first, sets a danger-signal at the point being passed, and, second, simultaneously releases an arm formerly set at danger at the preceding point. I attain these objects by the mechanism illustrated in the accompanying drawings, in which Figure 1 is an elevation of a single complete station viewed in a direction parallel with the right of way, showing the pump and main pipe in section. Fig. 2 is an elevation of the same viewed in a direction at right angles to the right of way, showing the pump and main pipe in section. Fig. 3 is an elevation of another complete station, being the distant station communicating and operating with that shown in Fig. 2. Fig. 4 is a detached' sectional view of a modified method of coupling the pumps. Fig. 5 is an elevation of a station combining the mechanism of Figs. 2 and 3 in right and left construction. Fig. 6 is an elevation of the distant station communicating and operating with that shown in Fig. 5. Figs. 7 and 8 are elevations similar to Figs. 1 and 2, showing a modified method of connecting the cams with the pumps. Figs. 9 and 10 are detached views of underneath methods of operating the signal. Fig. 11 is a detached view in a direction parallel with the right of way of a modified form of the actuating mechanism. Fig. 12 is a detached view of the same in a direction at right angles to the right of way. Fig. 13 is the triangular attachment to the car (or engine) for overhead use. Fig. 14 is the roller attachment to the car (or engine) for underneath use. sectional view of valve used in Fig. 4., closed, in its normal condition. Fig. 16 is a similar view with valve opened by air-pressure.

In the overhead method a long flat isosceles tri angulanshaped attachment is placed on the top of the cab or a car, Fig. 13, to operate the crank of the signal.

The post A and hanger J, Figs. 1 and 2 and Fig. 15 is a detached the posts A, A and span A, Figs. 7 and 8, are merely the supporting-framework on which the mechanism is hung and of course may be varied in construction.

Through a bearing in a post A passes the crankshaft B at a height calculated to place the crank Q directly in the path of the triangle attached to the train. On the other end of the shaft B is hung the pulley C, to which is suspended the weight D, normally resting on the ground (or a suitable platform) with the cable E taut. Said cable at its lower end is attached to said weight and has its upper end secured to the periphery of pulley C at or above the point of tangency therewith, so that when the pulley is turned the weight will be raised. On the side of the pulley C is pivoted at the end of the shorter arm the L-shaped lever F, having a rollerpin G projecting at right angles to the plane of the pulley G into the plane of the cam H. The roller incases and revolves freely on this pin simply to avoid friction. Normally the longer arm of this lever is in the position shown in Fig. 2 resting on the pole 1, Figs. 7 and 8, or on the arm 1, Figs. 1 and 2, which projects from the post A and is bent at right angles at the point where it extends beyond the circumference of pulley C, so as to support the lever F. This much of the construction comprises that part of the invention which is operated directly by the action of the train using the overhead method.

When the underneath method is used, the arrangement of the parts is modified as follows: Instead of a triangle being attached to the top of the engine or car a roller with bearings in an arm projecting down from the pilot or floor is used. The shaft B instead of having the crank Q has the cross-arms 0, connected by the perpendicular rods S S, which at their lower ends connect with similar arms S S on the crank-shaft Q pivoted to the post A at a depth beneath the rails calcu lated to locate the crank Q thereof directly under a recess in the third rail R, which is placed directly in the path of the roller attached to the engine or car. This rail R lies adjacent to and parallel with the track, but its top surface is higher, so as to be operated by the roller. Both ends are tapered off, however, so that the extremities are below the path of the roller. It normally rests with the recess embracing the crank and is supported by the upright arms R R, so pivoted to it and to appropriate bearings in the road-bed as to allow it to reciprocate and the arms to swing as in the case of a parallel-ruler. This construction is necessary to transmit the energy derived from the passing train to the pulley C in order to raise the weight D The actuating mechanism above described,

. it will be seen, is completely detached from and independent of the following mechanism, which dlrectly operates the signals, and no connection between the two is established until after the attachment on the train has turned the crank and completed its part of the operation, and even then such connection is but transitory. No jar or jolt can therefore be given to the parts directly operating the semaphores, which I will now describe.

To another post A Figs. 7 and 8, or to a hanger J, Figs. 1 and 2, bolted to the post A, is loosely hung the cam H, so that the axis of the cam is directly on a line with the axis of the pulley C. The circumference of this cam is cut away for about a quadrant to provide a shoulder h in the path of the rollerpin G, so as to interfere with and be operated by a downward movement of said pin G. It is this shoulder h and the roller-pin G which furnish the temporary connection between the actuating mechanism set by the train and the operating mechanism moving the semaphores. Suitably attached tothe cam H is the rod K, articulated to the semaphore L, and pivoted to the cam H or to an arm 0, attached to and projecting from a cylindrical concentric elongation O of said cam, (if an extra long cylinder-pump is used,) is another rod M, having its lower end articulated to piston-rod n of the pump N, which is a downwardly-operating air force-pump having in its piston a downwardly-opening valve m. It may here be stated that all the pumps herein referred to are of this type. The bottom of the pump N has an opening into the pipe P, which is the air-main extending to and connecting with a pump or pumps at the next station. The pump N is provided with an escape-orifice y, suitably placed near its upper head. The station at the other end of the pipe P, Fig. 3, is similar in construction to the one just described, except that there are two cylinders to the pump N N instead of one, with the pistonrods n n joined so that their pistons reciprocate coincidently either by a cross-head 'm, to which the rod M is articulated, or by the two parallel projecting arms 0 0, Fig. 7. Both of these cylinders communicate directly with the pipe P; but there is a check-valve 2 at the open ing leading into one of them, N which prevents air from being forced into it from the main P, but permits air to be expelled into P.

The operation is as follows: A train passing under the crank Q (or over the shift-rail R if the underneath method be employed) rotates the pulley C in the direction of the ar rows, Fig. 2, thereby raising the weight D. As the pulley C turns it carries up the lever F until the roller-pin G drops by gravity over and engages the shoulder h of the cam H, as shown in dotted lines on Fig. 2. The temporary connection between the actuating mechanism and the signal mechanism is thus established. The lowering of the weight by gravity (when released by the passing of the attachment to the engine or car) brings back to its former position the pulley C, dragging down the lever F, which, with its roller-pin G, caught on the shoulder it, partly turns the cam H (suflicient to operate the signals and force the air) until the progress of the lever F is impeded by coming into contact with the arm I or pole I, on which its outer end then rests, whereby the movement of this lever F is modified, so that the roller-pin G and the shoulder 7L begin to draw apart until the roller-pin G releases the shoulder h by leaving its orbit, thereby severing the transitory connection and setting free the cam H, as shown in Fig. 3, so that it can subsequently be sent upward by the return of air when the train reaches the next station, as will be described. The downward turning of the cam H pulls down the rod K and sets the semaphore L. Similarly, the rod M is forced down, and with it the piston-rod n, expelling the air from the chamber of the pump N into the pipe P. This in turn forces air into the chamber N of the pump at the next station, Fig. 3, but not into N because the check-valve 2 automatically closes by the air-pressure. The air thus entering l forces up the piston and rod n,

which mechanically carries with it the rod n and its piston. Thus the rod M transmits the upward movement to the cam H and to the lever K, thereby working the semaphore L and raising the shoulder h in position to be engaged by the lever F when the train reaches this station. Now when the train or car reaches this station the operation is repeatedthat is, the weight D is raised and falls, rotating the pulley C, the arm F, and

cam H, whereby the semaphore L is re leased and the lever M is forced down, expelling the air from both cylinders N and N into the pipe P, forcing up the piston and rod n, Fig. 2, the lever M, and resetting the cam H and the signal L for the next train. I

The object of having two cylinders to the pump at one end of this couplet is to provide for an adequate supply of air. The two cyl inders l and bl will always afford more than enough air to send the piston attached to the rod n to the top of the cylinder N, and the orifice 1 is therefore so placed as to permit of the escape of any surplus air. The piston attached to the rod n being at the top of the cylinder N will always send out when depressed sulficient air to raise the piston and rod n to a point high enough to be operative.

As N and N are connected either rigidly by the cross-tree m or independently by projecttions 0 from the cam H Figs. 7 and 8, the piston n is raised mechanically and not by air-pressure. This device counteracts the effects of an unavoidable leakage, which would interfere were only one cylinder at each end employed, for at every reciprocation of the piston-rods n and n operating in single cylinders a small leakage of air occurs, which would gradually but eventually result in the respective pistons being raised to a less high point each time until they, would both be so low in their respective cylinders that the effectiveness of their strokes would be impaired and the stroke itself finallyinoperative.

While the operation just described demonstrates the functions of my invention, it of course must be seen that by combiningor coupling these devices a continuous chain is formed. Thus by lengthening the distance between the posts A A or the post A and the hanger J another cam may be concentrically interposed with its levers, semaphores, and pumps andthe roller-pin G produced to project into the plane of both cams and engage with either one or both of their respective shoulders. ,To illustrate, if a construction similar to that shown in Fig. 2 be placed thus in Fig. 3 the cam H will be operated by the action of the roller-pin G at the same time as it operates the cam H, with the combined results of setting up a signal at Fig. 3 and also at the station ahead and putting down a signal at Fig. 3 and also at Fig. 2 behind. Then, further, by making use of the other side of the cam, as shown in Figs. and 6, with a duplicate (right and left) construction the same framework, pulley, and cam may be employed to economic advantage on a singletrack line where trains travel in .both directions on the same track and could operate the crank Q either way. Each side of the apparatus will operate independently of the other, the operative side being that side in the direction in which the crank Q is turned by the action of the train.

On a double-track road where it is desired simply to set up a danger-signal at the sta tion being passed and at the same time to put down to safety the semaphore at the station previously passed the pump connection is modified, as shown in Fig. 4. In this arrangement the independent single-cylinder pump is dispensed with, the two-cylinder pumps l 3 N V N N N &c., being used. This construction is made effective by a valve arrangement, which enables both cylinders of each pump to be used when the air is being forced out, but only one cylinder to receive air. Thus one cylinder of each pair is provided with an escape-orifice y (1/ f, (corresponding in function to the orifice y in the single-cylinder pump in Fig. 2,) and at or near the junction of such cylinders outlet into the main pipe P is set the valves 1) v of, (normally closed, as shown, Fig. 15,) which operate so that when the air is forced out of such cylinder so provided with the valve it must take the direction indicated by the arrows, Fig. 4, and thus exert pressure upon the next valve in that direction, said next valve being thereby thrown over so as to close the main pipe P beyond. it and open the entrance to the cylinder above said valve,

letting in the air-pressure, whereby the piston therein is raised. By this construction both cylinders of each pair are used to expel air into the main pipe P; but only one cylinder of each pair receives the pressure from the two being forced, so that the effect is precisely the same as that described above with relation to the arrangement shown in Figs. 2 and 3.

A modification of my actuating mechanism is shown in Figs. 11 and 12 for use if it should be desired to employ a weight wound up for many operations instead of raising the weight each time. In this phase the pulley C is connected by a chain belt T, or gearing, if referred, to a drum U, upon which the ca le E passing around an elevated block E and suspending the weight D is wound, raising the weight to a considerable elevation. This winding up is done by handpower applied by a detachable crank on the shaft of the drum U, said drum being provided with the well-known ratchetand-pawl check 11/ a Each passing engine instead of raising the weight, as in the construction above described, merely releases it, allowing it to drop a relatively short distance, only sufficient to turn the pulley C about onefourth of a revolution. Several L-shaped levers are equally distributed near the circumference of the pulley G which instead of rocking on its axis (as in the formerly-described o 7 eration) now rotates intermittently in t e one direction only, so as in turn to engage the shoulder h of the cam H. These levers follow each other in rotation, their roller-pins G G G G bearing along the periphery of the cam I-I until passing the zenith, when by force of gravity said levers successively topple over into position to engage the shoulder h when brought into action by the weight as released by the passage of a train. This release is effected by having a pawl b rigidly fastened to the end of the shaft B, so that when the crank Q is set for contact with the train the pawl b engages in one of the teeth of the ratchet-wheel Z, which is concentrically fastened to the pulley C thereby normally holding the weight and its dependent-mechanism in check. When the train operates the crank Q, the pawl b is lifted out of and releases the ratchet-wheel momentarily, allowing the wei ht to sink and revolve the pulley C until the next tooth comes in contact with the pawl b, which has immediately returned to its normal position to engage said tooth, whereby the weight is again checked and held for the next operation. The result of this action upon the cam and the parts operated thereby is precisely the same as that obtained by having the weight lifted and dropped each time. This construction will require, of course, additional framework A to support the weight. The axis of the shaft B will also be out of the line of the axis of the pulley C and cam II to allow the pawl b to engage the ratchet Z.

If desired for use where the operation is to be performed by trains going in one direction only, the crank Q may be appropriately jointed (by any of the wellknown methods) or so attached to the shaft B (by ratchet and pawl, for instance). that it offers resistance (and is thereby operated) when pressure is applied in one direction, but yields readily without operatin the shaft B when pressure is oppositely app ied.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In a railway-signal, in combination, a weight adapted to be raised or released by a passing train, a wheel provided with a shoulder, one or more air force-pumps, a pipe communicating with said pumps, a semaphore, rods connecting said pumps and said semaphore, respectively, with said cam, intermediate means whereby said cam is rotated by the falling of said weight, all substantially as described.

2. In a railway-signal, in combination, a Weight adapted to be raised or released by a passing train, a pulley actuated by said weight, a wheel provided with a shoulder, one or more air forcepumps, a pipe communicating with said pumps, a semaphore, rods respectively connecting said pumps and said semaphore with said cam, intermediate means whereby said cam is rotated by said pulley, all substantially as described.

3. In a railwaysignal, in combination, a weight adapted to be raised by a passing train, a pulley actuated by said weight, a wheel provided with a shoulder, an elbowlever hung to said pulley and having a projecting pin adapted to engage said shoulder an arm or pole to intercept said lever, one or more air force-pumps, a pipe communicating with said pumps, a semaphore, rods, respectively connecting said pumps and said semaphore with said cam, all substantially as described.

4. In a railway-signal, in combination, an attachment to a car, a shaft projecting into the path of said attachment, a pulley reciprocated by said shaft, a wei ht suspended from said pulley, a cam or wheel provided with a shoulder, an elbow-lever hung to said pulley and having a projecting roller-pin adapted to engage said shoulder, an arm or pole to intercept said lever, one or more air forcepumps, a pipe communicating with said pumps, a semaphore, rods connecting said pumps and said semaphore, respectively, with said cam, all substantially as described.

5. In a railway-signal, actuating mechanism, combining, an attachment to a car, a crank-shaft adapted to be operated thereby, a pulley, a weight actuating said pulley, an elbow-lever pivoted to said pulley, a pin pro jecting from said lever, substantially as de the vehicle, a crank-shaft adapted to be operated thereby, a pulley attached to said shaft, a weight suspended therefrom, an L- shaped lever pivoted to said pulley, a rollerpin projecting from the angle of said lever, substantially as described.

7. In a railway-signal, a single-cylinder air force-pump having a'lateral orifice near one extremity, a double-cylinder air forcepump having both piston-rods thereof so connected as to reciprocate in unism, a pipe connecting the single-cylinder pump with both cylinders of the double pump, a checkvalve so situated as to prevent air from entering one cylinder of the double pump, from said pipe, all substantially as described.

8. In a railway-signal, a continuous pipe, a series of double-cylinder air force-pumps, located at intervals along said pipe both piston-rods of each pump adapted to reciprocate in unism, both cylinders of each pump communicatin with said pipe, an orifice near the'top 0 one cylinder of each pump, a valve at each pump adapted to let the outforced air pass through said pipe in one direction only, substantially as described.

9. In a railway-signal, in combination, a

weight adapted to be raised or released by a passin train, a cam or wheel provided with a shou lder, a single-cylinder air force-pump having a lateral orifice near one extremity, a pipe communicating with said pump, a semaphore, rods connecting the piston-rod of said pump and said semaphore, respectively, with said cam, intermediate means whereby said cam is rotated by the falling of said weight, all substantially as described.

10. In a railway-signal, in combination, a weight adapted to be raisedor released by a passing train, a cam or wheel provided with a shoulder, a double-cylinder air force-pump having both piston-rods so connected as to reciprocate in unism, a pipe communicating with both cylinders of said pump, a checkvalve so situated as to prevent air from entering one cylinder of said pump from said pipe, a semaphore, rods connecting the piston-rods of said double-cylinder pump, and said semaphore, respectively, with said cam, intermediate means whereby said cam is rotated by the falling of said weight, all substantially as described.

11. In a railway-signal, in combination, a weightadapted to be raised or released by a passing train, a cam or wheel provided with a shoulder, a double-cylinder air force-pump having a lateral orifice near one end of one cylinder, both piston-rods of said pump so as to send all air received from said continuous' pipe into that one cylinder of said pump having said lateral orifice, a semaphore, rods connecting the piston-rods of said doublecylinder pump and said semaphore, respectively, with said cam, intermediate means whereby said cam is rotated by the fallin of said weight, all substantially as describe 12. In a railway-signal, in combination, an attachment to a car, a shaft projecting into the path of said attachment, a pulley reciprocated by said shaft, a weight suspended from said pulley, a cam or wheel provided with a shoulder, an elbow-lever hung to said pulley and having a projecting roller-pin adapted to engage said shoulder, an arm or pole to intercept said lever, a single-cylinder air force-pump having a lateral orifice near one extremity, a pipe communicating with said pump, a semaphore, rods connecting the piston-rod of said pump and said semaphore, respectively, with said cam.

13. In a railway-signal, in combination, an attachment to a car, a shaft projecting into the path of said attachment, a pulley rotated by said shaft, a weight suspended from said pulley, a cam or wheel provided with a shoulder, an elbow-lever hung to said pulley and having a projecting roller-pin adapted to engage said shoulder, an arm or pole to intercept said lever, a double-cylinder air forcepump having both piston-rods so connected as to reciprocate in unism, a pipe communieating with both cylinders of said pump, a check-valve so situated as to prevent air from entering one cylinder of said pump from said pipe, a semaphore, rods connecting the piston-rods of said double-cylinder pump and said semaphore, respectively, with said cam, all substantially as described.

14. In a railway-signal, in combination, an attachment to a car, a shaft projecting into the path of said attachment, a pulley rotated by said shaft, a weight suspended from said pulley, a cam or wheel provided with a shoulder, an elbow-lever hung to said pulley and having a projecting roller-pin adapted to enage said shoulder, a double cylinder air orce-pump having a lateral orifice near one end of one cylinder, both piston-rods of said pump so connected as to reciprocate in unism, a continuous pipe into which both cylinders of said pump open, a valve so situated at said pump as to send all air received from said continuous pipe into that one cylinder of said pump having said lateral orifice, a semaphore, rods connecting the piston-rods of said doublecylinder pump and said semaphore, respectively, with said cam.

15. A railway-signal, combining, an attachment to a car, a shaft projecting into the path of said attachment, a pulley rotated by connected as to reciprocate in unism, a con- I said shaft, a weight suspended from said pultinuous pipe into which both cylinders of said I ley, a cam or wheel having a shoulder, an pump open, a valve so situated at said pump 1 elbow-lever hung to said pulley and having a I 0 projecting roller-pin adapted toengage said shoulder, an arm or pole to intercept said lever, a single-cylinder air force-pump. having a lateral orifice near one extremity, a semaphore, rods connecting the piston-rod of said pump and said semaphore, respectively, with said cam, a double-cylinder air force-pump having both piston-rods thereof so connected as to reciprocate in unism, a pipe connecting said single-cylinder pump with both cylinders of said double-cylinder pump, a checkvalve so situated as to prevent air from entering one cylinder of said double-cylinder pump from said pipe, a second semaphore, intermediate connections between said second semaphore and said double cylinder pump, substantially as described, whereby said semaphore is operated by said pump.

16. A railway-signal, combining, an attachment to a car, a shaft projecting into the path of said attachment, a pulley rotated by said shaft, a weight suspended from said pulley, a cam or wheel provided with a shoulder,

an elbow-lever hung to said pulley and having a projecting roller-pin adapted to engage said shoulder, an arm or pole to intercept said lever, a double-cylinder air force-pump having a lateral orifice near one end of one cylinder, both piston-rods of said pump so connected as to reciprocate in unism, a semaphore, rods connecting the united pistonrods of said double-cylinder pump and said semaphore, respectively, with said cam, a

second double-cylinder pump, being a duplicate of that first mentioned, a continuous pipe into which both cylinders of both of said pumps open, a valve at each pump adapted to let the outforced air pass through said pipe in one direction only and into that one cylinder of each pump having said lateral orifice, a second semaphore, intermediate con nections between said second semaphore and said second double-cylinder pump, substan tially as described, whereby said semaphore is operated by said pump.

17. In a railway-signal, actuating mechanism, combining, an attachment to a car, a crank-shaft adapted to be operated by said attachment, a pawl affixed to the end of said shaft, a pulley provided concentrically with a ratchet-wheel with which said pawl engages, elbow-levers pivoted to said pulley.

and provided with projecting roller-pins, a Windlass and drum, a weight suspended by a cable of which one end is adapted to be wound on said drum, intermediate means whereby the revolutions of said drum by said weight is imparted to said pulley, all substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES KNIGHT.

Witnesses:

O. BURTON RIEDINGER, GEORGE SONNEBORN. 

